Automatic teain control



Feb. 3, 1931. H w Ds 1,791,002

AUTOMATIC TRAIN CONTROL Filed Feb. 17, .1828

14 M25 Bra/(es PP pe-merg z d.

fllRRY WRIGHARDS,

FF1E

HARRY W. RICHARDS, OF BALTIIEORE, lrEARYLAND AUTOMATIC TRAIN CONTROL Application filed February 17, 1928.

The invention relates to automatic train control apparatus, whereby a plurality of cab signals, indicating trafiic conditions in a vance, as well as an automatic brake control, may be obtained selectively without physical contact between those parts carried on the train or vehicle and those along the roadway.

Another object of the invention is the provision of novel and improved apparatus for obtaining three condition control selectively, such as clear, caution and danger conditions, with simple and eflicient apparatus which requires no battery or other source of electrical energy on the roadside for its operation, other than that already in existence En connection with automatic block signals, the electrical energy being carried by the train.

The precise nature of my invention will hast be understood by reference to the acc" nanying drawings forming a part of pecification, it being premised, however, various changes may be made therein L those skilled in the art, without departing froin the spirit and scope of my invention,

defined in the appended claims.

The invention is illustrated in the accompanying drawin gs, wherein Fig. is a diagrammatical View of the trackway apparatus and the electrical equipn'ent to cooperate therewith which is carried the train.

Fi 2 is a diagrannnatical plan View of a modified form of the cooperating vehicle and traclrway apparatus;

Similar reference characters refer to like or similar parts.

Referring to Fig. 1, the vehicle apparatus 0 nsists of the primary windings designated and 15, and the secondary windings 17, 19 wound on two laminated structures it iron in the form of an inverted U, the egs of the Li pointing downward to form oles which cooperate with the poles of the apparatus, as hereinafter described.

The primary windings 13 and are constantly energized by the alternating current generator 10, in a circuit from the generator 10, wires 11 and 12, winding 13, wire 14,

Serial No. 255,001.

winding 15, wire 16 back to generator. The :nagnetic liux up in the core 2-2 by the primary coil 13 induces a current in the secondary coii 17, thereby energizing the electromognct clin a circuit from coil 17, wire magnet G wire 21, to coil 1'7. Likewise, the flux set up in core 23 by the primary 15, on 'res the secondary coil 18, thereby cuc-rgimg the electroinagnet Y. The electromagnet G is continuously energized by the generator 10, and is arranged so that its ampere turns is practically equal to the ampere turns of the magnet G when the vehicle is not in magnetic registry with a roadway device, the magnets G and G thereby maintaining a balanced condition of centrally pivoted armature 24, so that e contacts 25, 26 and 27 operated thereby --1ll be closed.

The electromagnet is also continuously energized by the generator 10, and its ampere turns is such as to maintain a balanced condition of the centrally pivoted armature when the vehicle is not over a roadway device, so that the contacts 29, 30 and 38 will be closed.

The secondary Finding 19 is wound so as to include one leg of each of the cores 22 and 23, and the primary coils 13 and 15 being similar in every respect, but of opposite relative polarity, the current induced in coil 19 by primary coils 13 and 15 will normally be neutralized. However, should the primary coil 13 be in magnetic registry with a roadway device 31 on which the choke coils 32 are open circuited, and the primary coil 15 be in registry with a roadway device 33 on which the choke coils 34 are in closed circuit, the soft iron core 31 will form a path of low reluctance for the flux of coils 13, so that the cur rent induced in coil 19 by the primary 13 will be greatly increased. The choke coils 34 be ing in closed circuit the flux from coil 15 cannot enter the soft iron core 33, and therefore there will be no increase of flux in the core 22. Therefore, the flue; in core 22 being greater than the flux in core 23, a current will be induced in coil 19 of a relative polarity corresponding to the flux in the core 22.

The current thus induced in coil 19 enerizes the win-cling to re 3 of a two-olein circuit wi tacts 26 and 27 connects conta ts 30 and 38, so t will be eiiergi'l s J cuit ii-cm to or from 0:) t is The armature 36 will be attracted to the right or l ft p tion in accordance with the rela tive pole-r1v coi and relation to the relative polarity of coils a and 42. Electrical connection to the armature 36 is made with the generator 10, by wire 16, so that when the armature is attracted to the left the contact 43 establishes the circit to and through the green cab signal li t. VtdlGll attracted to the right, the green light extinguished and the circuit to and through the yellow light, through contact 4A, is completed. Should the coils ll and a2 become deenergizcd the armature will move by gravity to the middle position so as to establish the circuit through the contact 45 to and through the red cab light. llhile it is true that the armature does make contact with 45 at each transit to right and left, the red light will not be visible, as the time that the circuit is closed is too short to allow the filament to glow. It might here be stated that the legends N and S, as applied to the inductors and the relay 36, 41, 42, indicate the instantaneous polarity during a half-cycle of the alternating current, so that the operation of the device may be more clearly unde stood. At the inductorthe le ends show clearly that there is a difierence of 180 degrees in phase between the flux in the member 22 and that of member 23, and that the current in coil 19 will be neutralized as long as the flux in two members is of equal amount. The legends as applied to the poles and armatures of the re lay show why the armature 36 is attracted by one side and repelled by the other side.

An electromagnet 0r solenoid BV is provided for controlling an air valve or other means adapted to apply the brakes when deenergized. A circuit from wire 16, contacts 26 and 27 (or contacts 30 and 38) through wire 46, contact 47, magnet BV and wire 12 to generator 10, forms a stick circuit. After the magnet BV has been tie-energized, as hereinafter explained, it will remain de-energized until the push button 48 is closed, to establish a circuit from the generator directly to the magnet coil BV to rec-tore it.

The roadway is equipped with apparatus such points or locations as traiiic conditions may require which apparatus consi t. of the laminated core or structure 31, formed to provide upwardly ext-ending pole pieces on which are wound the choke coils 32, and

y of the current cner izing located on the roadway hi position to register magneti ally w h the poles of the vehicle =cture 22. Lilrex ise, the member 38 is of ed construction, and formed to prordly extending pole pieces, on l the choke coils 34, and n position to register with no vehicle structure 23. Li-ac; apparatus installation includes a relay, or 0 nor suitable device, for control- 1e circu ts to the choke coils 32 and 3a, as to cause the circui one or the other,

of the choke coils to be open, in acwith trattic cond ions. Relay 49 the usual polarized type, controlled ted by the track circuit of the automatic clock signal system, and having polar- .res 50 and 51, which are swung at a clear signal location, and swung to e left at a caution signal location, and having neutral armatures which I and 53 when the signal ins'ou Vvhen swun to the right the armature. 50 s away from its contact so the circuit through choke coils 32 will be open, J's. the armature 51 is against its contact, thereby closing the circuit through the choke coils 34. When the relay 49 is de ener ized, as a stop signal location, the contacts 52 and 53 will be opened, thereby causing the circuits to both choke coils 32 and 34- to be open. lVhen the circuit through the choke open, the laminated structure 31 will form a path of low reluctance for the magnetic flux of the primary coil 13 on the vehicle structure 22. Should the circuit be closed through the coils 32, the choking effect of said coils on the pole pieces suiliciently prevents the flux from the primary coil 13 from enteringthe structure 31, so there will be practically no effect on the flux in the vehicle structure The opening of the circuit through coils will cause an increased tluX tiow through the vehicle structure 23 due to the path of low reluctance formed, and the closing of the circuit through coil 34 will permit the vehicle member 23 to pass over the member 33 ui'idisturbed.

Operation 0; the a e-vice at a Zea'r signal Relay as, operated by the track circuit of the block signal system will be energized and its polarized. armatures 50 and 51'. will be swung to the right, thereby opening the circuit to cholre coils 32 and closing the circuit through "oils The roadway member 31 will form a path of low reluctance, thereby causing an increased magnetic flux to flow in the vehicle member 22, which member includes the secondary windings 1? and 19. The increased flu in the core 22 causes an increased voltage to induced in the winding 17 which is in circuit with the magnet G The electromagnet G is now being energized with higher voltage and more current, the

effect of its ampere turns is correspondingly increased, so that it has greater attraction on the armature 24 than does the constantly energized magnet G thereby causing the armature 24 to be tilted from its normal or balanced position, opening the contact 26.

The circuit through choke coils 34 being closed by the armature 51, the amount of flux in the vehicle member 23 will remain practically normal, so that the ampere turns of the magnet Y will not be affected, and the contacts 30 and 38 will be maintained closed so as to cause the relay windings 41 and 42 to be energized by the generator 10.

The flux in the member 22 is of relative polarity opposite to the flu); in the member 23 but is now much greater in amount so that winding 19. which includes one leg of each member, will have a current induced therein of a relative polarity corresponding to the 'llux in the member 22. The contacts 25 and 29 being closed, the circuit is complete for the winding 35 to be energized by the coil 19, so as to relatively polarize the armature 35?, causing it to be attracted to the left by the coil 41 and repelled by the coil 42.

The contact 43, now being closed, the cir' cult is established to and through the green or clear signal light, in the vehicle cab, and the current supplied over contact 38, and wires and 46 will maintain the electromagnet BV energized. Since an application of the brakes only occurs when the magnet BV is deenergized it will thus be seen that the vehicle may continue in its travel at undiminishcd speed.

When the vehicle passes from off the track apparatus the flux in the members 22 and 23 will again be of equal amount, so that the magnet G will be equal in ampere turns to that of the magnet G permitting the armature 24 to resume its normal balanced posi tion with all contacts closed. The current induced in coil 19 by the member 22 being again equal to that induced by the member 23, the current in coil 19 will be neutralized so that the winding 35 will become deenergized. The armature 36, being in contact with the poles of winding 41, which is still energized, will be held to the left so as to maintain the green light, until the next signal location point is reached.

Operation of the device at a caution signal When the traflic conditions ahead are such as to Warrant or necessitate a more cautious proceeding of the vehicle in order to avoid accidents, the track relay 49 will have its p0- larized armatures swung to the left, as heretofore described. Thereupon, the circuit through coils 32 will be closed, and the circuit through coils 34 will be open. The track structure 33 will now be the path of low reluctance, so that the flux will be increased in the vehicle member 23 when it passes over said structure 33 causing an increased voltage to be induced in winding 18, thereby causing the magnet Y to attract and tilt the armature 28, so as to open the contact 38. The flux in the member 22 not being aifected by the track member 31, the ampere turns in magnet- G will not be aiiected, so that the contacts 26 and 27 will be closed so as to maintain the windings 41 and 42 energized. The winding 19, now receiving an increased flux from the member 23, will cause a current to How in the circuit including the Winding 35, relatively polarizing the armature 36. The relative polarity of the flux in the member 23 being opposite to that in the member 22, the current r-zupp ied to the winding 35 will be of a relative polarity opposite to that supplied at a clear signal thereby causing the armature 36 to be attracted by coil 42 and repelled by coil 41 causing said armature to s ing to the right as seen in the drawings. Armature 36, now being in contact with the contact point 44, the circuit to the green light is broken but the circuit to and through the yellow light Y is completed. The current supplied over contact 26 and wires 54 and 43 maintains the electromagnet BV energized so that no automatic brake application is made.

When the vehicle passes from oil the track members 22 and 23, the current will again be normal in the winding 18, thereby permitting the armature 28 to return to its balanced position and close the contact 38. The armature .36 will be maintained in its position to the right by the coil 42.

Operation 0,2 the device at a stop signal When the vehicle reaches a stop signal the relay 49 will be in de-energized condition, as heretofore explained so that the circuits to coils 32 and 34 will be opened by the dropping of contacts 52 and 53. Both members 31 and 33 will now be in condition to form a path of low reluctance, so the increase of magnetic flux will occur in both vehicle members 22 and 23, thereby causing an increase of current in coils 17 and 18, and the tilting of both armatures 24 and 28. The contacts 26 and 38, both being open, the circuit to each of the relay coils 41 and 42 is broken, releasing the armature 36 and permitting it to assume a position midway between the coils 41 and 42, the flux being increased a like amount in both members 22 and the current in coil 19 will still be neutralized so that there Will be no current flow to the winding 35 and the armature 36 will not be magnetized. The contact 44 being opened, the circuit to the yellow light is broken. but the circuit 45 will be completed. Contacts 26 and 38 being open produces a break in the circuit energizing the brake control magnet BV, thereby causing an automatic application or the brakes. lVhen magnet EV is (lo-energized it releases tures and 28 from their unbalanced positions and closing the contacts 26 and 38. The circuit now being complete, the windings -11 and will again be energized, and the brake magnet BV will be maintained energized after the push button 18 has been operated to close contact 47. Armature 35 will remain in its middle position between the coils 41 and 42, since attraction of the coil -l-l is equal to that of coil 12.

As a. matter of safety the circuit to coil .35 includes the contacts :25 and 29, so that, should either primary coil 13 or 15 be damaged so as to reduce the flux in their respee tive members, the pull of magnets G or Y would be less than the rmal amount necessary to maintain a bah i. condition of the armatnies 2i and 28. As a result the magnets G and Y would cause their respective armatures to be tilted in directions opposite to that above desc 'ibed, thereby opening contacts and :27 of armature 24, or contacts 29 and 30 of armature 28, which opens all cireuits to the relay coils 35, 41 and i2, and also to the magnet BV, causing an automatic application of the vehicle brakes.

In Figure 2 is shown a modified form of the roadside and vehicle inductors. In this figure it will be seen that the roadside inductor comprises two separated laminated core members each provided with a plurality of magnetic poles 31 and 3?) each of which poles has wound thereabout the coils 2532 and 54 re spectively, said coils being in tandem arrangement on each laminated core member.

The vehicle inductor comprises two core members of laminated material and disposed relatively to each other in the same relationship as are the core members of the roadside inductor so that when the vehicle )asses the latter there is a perfect magnetic registry of the two inductors, The vehicle inductor has at one end of each core member a primary coil such as indicated at 13 and 15 connected in series with the alternating current generator 10. At the other end of each core member is a secondary winding such as indicated at 17 and 18 and the common coil l9 wound about a magnetic pole of both core members.

From the foregoing description and operation it will therefore be seen that by this construction there is provided a train control system including a plurality of track sections insulated from each other having associated circuits controlled by trafiic conditions through relays or magnets such as indicated at 49, and each track section further provided with a track inductor influenced by said circuits. In combination with this there is a. train inductor associated with a second set of circuits including signals such as the G, Y and R lamps and magnets such as G and Y carried by the train, the train inductor adapted to move over each track inductor and be influenced by the circuits of the latter. Also there provided a source of alternating current in the generator 10 carried by the train 111d associated with the second set of circuits a eve mentioned and further joined to the primary coil carried by the train inductor. Lastly there is a safety means comprising the magnets G and i actuated by the dei'unetioning of the train inductor coil to stop the train through the brake applying magnet ll'i'. The primary coil on the train inductor is coi tinuousl energized under norinal operating conditions but when the encreated therein substantially decreases, the magnets G and Y will have passed therercugh the induced currents stronger than the currents passing through their companion 111:1;{1 is G and Y with the result that the armature such as 2 common to the pair magnets such as G and (i will be turned azom its central pivot into a position to open a circuit through the contact member such as .3 3 T'fhen this occurs the llV magnet will be de-cnergizd and an application of brakes will follow. It results from the construction herein disclosed that whenever there is created a difference in v ltage between the magnets such as G and G or Y and Y to make the voltage through G and Y greater, there will be an application of brakes thus establishing a safety feature in the system.

In connection with the armature 24 or 28 of the pair of magnets G and G or Y and Y it should be stated that the contact points such 25, 2G and 27 or 29, 30 and 38 are mounted on spring control members so that when said contacts are open there will be a slight spring pressure placed upon the end of the magnet armatures 21 or 28, with the result that when conditions are restored through said magnets to make the same become balanced, then the armatures will be atfected by said spring pressure to cause the same to more quickly reach and be held in a balanced relationship with respect to the magnets as will be readily understood. As above stated the magnets G and G are of substantially the same magnitude or in other words have approximately the same ampere turns so that they are truly balanced and it is only when this balance is upset that the ar mature associated therewith will turn about its pivot to close the selective circuit and in accordance with the tratlic conditions. Each armature 2 1- and 28 in its preferred form consists of a straight bar of metal provided with a pivot at its center and between the associated pair of magnets, so that either magnet may attract and hold one of the ends of said armature according; to the governing conui tions in the circuits. it is to be isoicd in lfii ure 1 that there provided a contact menial opposite to the contact 25, and anothc con-- tact member opposite to the contact 529. n :h are unconnected in circui The purpose oi providing); tl ese isolated contact members which are also ,fOVllltl by spi described, is to create spring prr s end of the armatures 24- and e4; diagonally opposite conte t members 26 and 38 respectively.

It is obvious that those skilled in the urii may vary the details of construction we l as tII'FZInflQTlTBl'ltS of parts without depmimn from the spirit of the invention and it is therefore not desired to be limited to the above disclosure except as may he rei'ptired by the claims.

hat is claimed is:

1. In a train control the combination of a track inductor influenced by trailic controlled circuits; a train inductor adapted to more over the track inductor and be influenced by said circuits; a primary coil on the train inductor and an electromaguet carried by the train each constantly energized from a source of pulsating current; a train carried closed circul eluding a second electrcmagnet and a s cc ary coil on the train inductor receiving induced current from the magnetic flux created in said inductor by said primary coil. a relay and a snunt circ t therefor, said cuit normally connected in parallel with said primary coil and includ ng a switch adapted to be opened by the unhaloncing of said electromagneiq; a second train ca. 'ied closed cir cuit inclu. ing a winding on the armature oi said relay, a coil on said train inductoix ind a switch adapted to be opened hy a dillrren unbalancing of said electromagnets; and tra n carried and control devices subject to the variations of said elccir nagnc s.

2. In a train control the combination o? a track inductor influenced by traffic controlled circuits; a train inductor adapted to move over the rack inductor and he influenced by said circuits; :1 primary coil on the tuna ii1- ductor and an electronics et carried b the train each constantly ene 1i 3 trim a source oi pulsating current; a tra p 1 carried closed circu t including a second clcctromagnei'. a secondary coil on ihe train inductor reco l"- ing induced current from the magnetic ilui; created in said inductor by said primary coil, said first and second named elcctromagrnets being): in balance under normal trallic conditions; a relay and a shunt circu t therefor, said, circuit normally connected in parallel with said primary coil and including a switch adapted to be opened when the force of either magnet is made greater than the other by a change in said traffic control circuits; a second train carried c osed circuit including; a winding on the armature of said relay, a coil on said train inductor, and switch adapted to he opened when the force of the magnet associated with said primary coil is made greater than the force of the other magnet by a different change in said trafiic control circuits; and train carried signal and control devices subject to the variations 0 1' said elecroma unets.

l; track induct circuits; :1 train inductor adapted to move over the track inductor and be influenced by circuits; a primary coil on the train inducer and an electromagnet carried by the train each coast: tly energized from a source ol' pulsating: current; a train carried closed c' it including a second electromagnet and a secondary coil on the train inductor receiving; induced current from the magnetic flux create in said inductor by said primary coil, a srd second named electromagnets t in balance under normal trafilc condia relay and a shunt circuit therefor, circuit normally connected in parallel with said primary coil and including a switch alapted to be opened by the unbalancing of said electromagnets in one direction; a second tra u carried closed circuit including a winding on the armature of said relay, a coil on said train inductor and a switch adapted to be opened by the unbalancing of said electromagnets in the other direction; and train carried signal and control devices subject to the variations of said electromagnets.

in a train control the combination of a nductor influenced by trailic controlled s; a train inductor adapted to move over the track inductor and be influenced by said circuits; a primary coil on the train inductor and an electromagnet carried by the train each constantly energized from a source of pulsating current; a train carried closed circuit including a second electromagnet and a secondary coil on the train inductor receiving induced current from the magnetic flux created in said inductor by said primary coil, said first and second named electromagnets heing in balance under normal traflic conditions; a relay and a shunt circuit therefor. said circuit normally connected in parallel vith said primary coil and including a switch adapted to be opened by the unbalancing: of said elcctromagnets due to an increase of current through the electromagnet associated will said secondary coil; :1 second train carried closed circuit including a winding on the armature oi said relay, a coil on said train inductor, and a switch adapted to be opened by a different unbalancing of said electromagnets; and train carried signal and control devices subject to the variations of said electromagnets.

5. In a train control the combination of a track inductor influenced by traffic controlled circuits; a train inductor adapted to move it ell over the track inductor and be influenced by said circuits; a primary coil on the train inductor and an electromagnet carried by the train each constantly energized from a source of pulsating current; a train carried close circuit including a second electromagnet and a secondary coil on the train inductor receiving induced current from the magnetic flux created in said inductor by said primary coil, said first and second named olectromagnets being in balance under normal traflic conditions; a relay and a shunt circuit therefor, said circuit normally connected in parallel with said primary coil and including a switch adapted to be opened by the unbalancing of said clectroniagnets due to an increase of current through either: a second train carried closed circuit including a winding on the armature of said relay, a coil on said train inductor, and a switch adapted to be opened by an unbalancing of said electromagnets due to an increase of current through the magnet associated with said primary coil; and train carried signal and control devices subject to the variations of said electromagnets.

6. In a train control the combination of a track inductor influenced by traffic controlled circuits; a train inductor adapted to move over the track inductor and be influenced by said circuits; a primary coil on the train inductor and an electromagnet carried by the train each constantly energized from a source of alternating current; a train carried closed circuit including a second electromagnet and a secondary coil on the train inductor receiving induced current from the magnetic flux created in said inductor by said primary coil, said first and second named electromagnets being in balance under normal traflic conditions; a normally balanced armature common to both electromagnets; a relay and a shunt circuit therefor, said circuit normally connected in parallel with said primary coil and including a switch adapted to be opened by said armature upon its attraction to the more strongly influenced of said electromagnets; a second train carried closed circuitineluding a winding on the armature of said relay, a coil on said train inductor, and a switch adapted to be opened by said armature upon its increased attraction to the electromagnet associated with said primary coil; and train carried signal and control devices subject to the variations of said electromagnets.

7 In a train control the combination of a track inductor influenced by traffic controlled circuits; a train inductor adapted to move over the track inductor and be influenced by said circuits; a primary coil on the train inductor continuously energized from a source of pulsating current; a train carried closed circuit including an electromagnet and a secondary coil on the train inductor receiving induced current from the magnetic flux created in said inductor by said primary coil, and a switch adapted to be opened by an increased or decreased current in said electromagnet; a second secondary coil on said train inductor receiving induced current from the magnetic flux created by said primary coil, said current being normally neutralized, and adapted to be energized by said induced current when the train inductor is influenced by said track inductor under one condition, and to remain in the normal neutralized condition when influenced by the track inductor under a different condition, said conditions being obtained selectively; a relay and a shunt circuit therefor, said circuit normally connected in parallel with said primary coil; a second train carried closed circuit including a winding on said relay and the second named secondary coil on the train inductor; and train carried signal and con rol devices subject to the variations in said electromagnct and said relay.

In testimony whereof I aflix my signature.

HARRY W. RICHARDS. 

